Anyone out there willing to VOLUNTEER to explore this means of gaining HP & TQ? I am not selling anything here nor is the company I am associated with, I am just trying to get a volunteer for this project. The company that I am working with already is making huge gains for the Thunderbird SC market, blower packages make gains of 60-80HP over stock! All this was made with quality porting, an inlarged blower inlet, 85mm TB, and 3.5" intake(all of which the company makes). This company is the best at porting the Eaton supercharger, his numbers are better then what Eaton themselves came up with when they modified one!

Here is a dyno of before and after on a 90 SC:

*Dyno provided by MPO

Anyone interested please email me at:
lightning@mn12nationals.com

 

you need to talk to a company called ESM!

They do the porting and polishing of the M112 and they install a titanium shafts too! They working on a new upper inlet right now as we speak thats supposed to be pretty sweet! They gained 3 to 4 PSI from a basic porting of there M122. I'm sure with the new inlet we'll gain more then that and with the new shaft too.

If I don't do the novi 2000, I'm going to send my blower out next year for the works from them.

 

Are you talking about these people?
www.scperformance.com

 

Blue Smoke and Mirrors!
Titanium shafts will only buy you strength and a very marginal weight save but you won’t see them. Porting is good to a degree on the M112 what is the real bottle neck is the fact that it does not have good axial flow and that is just something you cannot fix. You can make the plenums as large as you like but you will still be asking the airflow to make a double right turn.

 

Well the titanium shaft will save wieght yes, but the main purpose of it is to reduce the rotating mass and the load on the engine from trying to spin the heavier stell unit. According to the records on the titanium shaft installs on a smaller M90 on the T-birds, there are significant signs of HP and TRQ increase. For a 400 to 500 dollar upgrade that has more then just one benefit it seems worth it to me. Remember that pretty soon where going to hit the limits of the eaton blowers and then ever little mod to them will count for somthing.

 

They told me that the titanium shaft offered no hp gain but that it would make the boost come on quicker.

As far as the porting they guesstimated 25hp at the crank,but this was a few months back.

 

Been there done that, We went from 490cfm @ 15" H20 to over 660 cfm @ 15" thru the blower case and upper manifold.

Within 2 days of putting it back on my truck, the rods hung a left out the side of my block. I wonder what the whole in the side of the block flows now, HMMMM hafta get that on the bench and check it out.

Dont mind me, I'm still pissed at myself
Dale

 

Dale, sorry to hear about your motor. This is exactley why i just went into debt to have mine built. Did you port your blower or did esm or somone else port it.

Greg

 

Yes I have heard of ESM and know the owner personally. ESM does really good work, and I actually have a product of his on my Thunderbird.

Here is what ESM has to say about the shaft:
"The optional ESM Titanium Supercharger Drive Shaft is for the serious performance enthusiast that wants a premium shaft for greater strength and lower spinning weight. Titanium is a stronger, lighter metal than steel. The titanium shaft at 7.4 ounces has half the reciprocating weight of the original '89 to '93 steel shaft that weighs just under a pound at 15.7 oz. This part is the fastest spinning part in the entire drive train and reducing its weight will make it easier to spin. The stock shaft has one end keyed and the other is pressed on to knurling. For superior strength, the ESM Titanium Shaft is keyed on both ends. "



As with any product the more competition out there the better the price and performance will be for the consumer.

All I am doing is trying to get another company into making products for the Lightning. All I need now is a volunteer!

 

No, not SCperformance. Actually I don't think they offer ESm products anymore since one of there guys left SCperformance.

The company is Magnum Powers, www.magnumpowers.com, they are one of ESM competitors in the thunderbird SC market. I am just trying to get someone to volunteer for R&D of the M112.

 

Hey, I'll volunteer, but you gotta come bring it to me!

 

That's exactly what I thought. The U-turn in the intake is killing some power. I doubt opening it up will do any good, unless you straighten it out first.

Also, you are comparing 3rd Gen M90 blowers to 4th Gen M112 blowers. They are a bit different, as the M90 on your bird does not have the S-port technology that the Lightning blowers come standard with. Honestly, I don't see 60 hidden horsepower in the Lightnings setup by just opening up the inlet side of the blower with a larger throttle body.

 

I'll volunteer! (after I get more info on what they want to do of course)
I am going to be getting some magnumpowers stuff for my SC anyways... why not the L too ;-)

FYI - the 94-95 SCs did have S-porting

I do agree that it doesn't look like there is too much to be gained in the L's blower and airpath by simple porting.
The SCs had vast room for improvement throughout the whole air path to the engine.


turbobozz@yahoo.com

 

Guys,
I posted photos of my ported and polished supercharger a while ago and I even did some mild port work to Rich's polished supercharger (it was free). The gains are small. I believe that this has been pointed out before but the restriction is in the case design and without doing some repackaging to gain true axial flow there will be no great gains. Marginal gains yes. Maybe 10 HP or even 15 if you get LUCKY. Anything more then that, all I can say is pass the pipe, as I want a hit of what you're smoking.

 

Straightening out the turn or just plain adding volume to it is the key. Here's a clue for ya. We put a 1/2 spacer between the upper manifold and the blower case and it was worth a flat 30 cfm @ 15" h2o. I had 2 blower cases and 3 upper manifolds that I was testing and everytime you added a 1/2" spacer under the manifold, no matter what combination of parts you were testing it always showed a 30 cfm flow increase. A shorter 1/4" spacer was worth about 19 cfm @ 15" Welding and porting the upper manifold was worth about 14.5 cfm. And when I say porting, I mean I just thinned out the roof of the manifold as much as I dared, and made it a wide as possible (welding) but there wasn't really anything you could do to the short turn. So basically your just grinding for volume, you cant really do much with the shape.

Recontouring the floor of the manifold with modeling clay on the bench showed big gains but, and this is a big but, the manifold we clayed up had been cut and the top reshaped in sheet aluminum, so the roof of the manifold as it enters the blower case was made more robust for lack of a better term. When the short turn radius or floor of the manifold was reshaped to match the roof the flow really took off. Like I said, we went from 490 to 660 cfm, thats around 30% give or take, and you could feel it. Sorry no dyno numbers, I was trying to get ready for that but didn't make it.

I didn't get a chance to reshape the floor of a "stock" upper manifold so I don't know what that would be worth. But from what I've seen I think it would respond to a little epoxy.
Dale